BTW interesting view in his post that legacy CB panels should be replaced by fuse blocks.
CB’s have saved my bacon a couple of times and I’d rather push a CB back in in flight than having to lookup a spare from the glovebox and replace a fuse…
A fuse block is admittedly cheaper and lighter, but is that enough for a design choice?
if anybody gains access to the pdf file of his book, it would be nice to share it with us. it seems to be impossible to order it
I ordered it and paid ages ago but heard nothing.
Makes the guy’s “death” interesting indeed. It must have been fun to go one’s own website to find an announcement by your son that you died 
Re CBs I kind of get his argument, in that both CBs and fuses are primarily for downstream wire protection. If you want current tripping you have to use magnetic CBs (like the mains ones are) and those also solve the limited life issue of the crappy Klixon-style thermal ones used in avionics which “wear out” from the repeated thermal cycling. But fuses are impossible to “turn off” or inspect in flight… a bad idea IMHO. The TB20 uses a load of fuses and they are practically inaccessible, especially on the older TBs which don’t have the inspection panels.
I’ve just got an email from Bob apologising for missing my order. He’s offering a PDF, or the book but says the postage is now $75.
This cannot be right – has USPS really increased its airmail prices about 5x?
The PDF is 300 pages. It is copyright so can’t be distributed.
Peter wrote:
This cannot be right – has USPS really increased its airmail prices about 5x?
For 2lb to the UK:
Antonio wrote:
BTW interesting view in his post that legacy CB panels should be replaced by fuse blocks.
In the experimental world it’s all electronic fuses, like in cars (except a couple of “main” ones). These can be adjusted from ultra “slow” to ultra “fast”. I guess fuse block are per design rather “slow”, which is what you normally want. You want to protect the downstream wires from thermal heating. Fuses are not instrument protection devices according to Bob. A sound principle I guess. With electronic fuses, they are both switches and fuses. The downside is they require some way of monitoring, usually glass or separate LEDs and manual switches for override, depending on how it all is set up.
It’s all really old-school. The book has nothing about electronic fuses, CAN bus, glass, EFI, Electronic ignition etc. Where and how to mount an electronic compass for instance (in practice, not just theory). It’s void of all the modern “difficult” stuff. A modern (experimental/UL) aircraft is all digital and everything is connected with CAN (luckily the CAN bus itself is very straight forward, designed by Bosch in it’s time )
Also, isn’t CBs (or manual resetting of fuses) required for IFR/VFRN?
The book has arrived!
It is either Bob still there or someone else responding to the name
The funny thing is that somehow, years ago, I managed to get this book in the form of an A4 ring binder. This has recently resurfaced, so if someone wants to pay for shipping, I can send it to you It is version 11.
